Fuel injection apparatus

Abstract: A fuel injection system for an internal combustion engine. The system includes an injector assembly (3) for injecting fuel under pressure into the combustion chamber of an engine. The system also includes an intensifier assembly (8) for intensifying the pressure of the fuel supplied to the injector assembly (3). This is incorporated in the cylinder head (1) or attached to the cylinder head (1) or an engine valve cover of the engine remote from the injector assembly (3). Intensified fuel passes from the intensifier assembly to the injector assembly via a conduit means (34). This arrangement of injector assembly (3), intensifier assembly (8) and fuel conduit means (34) reduces the over cylinder space required, particularly for a cylinder head arrangement with vertically projecting injector assemblies.

Description: The invention relates to fuel injectors principally for the injection of fuel into the combustion chambers of diesel engines. Injectors are known in which the means for intensifying the pressure of fuel destined to be injected is carried on the injector body the advantage being that failure of any part of the intensifier including the controls therefore does not necessitate a dismantling of a whole hydraulic/fuel system and allows quick replacement of a faulty part. In certain cases as for instance in the system shown in US Patent Re 33270 the benefits include total containment of very highly pressurised fuel within an injector assembly. Such injectors are usually inserted into a bore in the cylinder head so that a nozzle just protrudes into a combustion space formed when the piston reaches the top of its stroke. Such a combustion space can be an antechamber formed in the cylinder head or it can be a bowl formed in the crown of the piston. The antechamber type of combustion system is called an indirect injection system and the bowl-in-the-piston is called a direct injection system. It is well known that the direct injection system is a more efficient system because air and gases do not have to pass through a constriction, as in the indirect injection system and hence more air can be fed into it in a given time. In the search for methods of allowing more air into the direct injection combustion chamber of a diesel engine cylinder multiple inlet valves are becoming commonly employed. Whilst, in the case of a cylinder head having one inlet and one exhaust valve per cylinder the injector bore can be made in the side of the cylinder head where there is plenty of room, for an injector in a cylinder head which carries for instance two inlet and two exhaust valves there is very little room for an injector except in the space at the centre of the four valves. This necessitates that the injector shall project vertically from the top of the cylinder head. Problems consequent on the adoption of this arrangement are a) that the injector assembly is too tall and b) it interferes with the valve gear which of necessity must occupy the space. FR-A-2496170 discloses a fuel injection system comprising an injector assembly adapted to be inserted into a cylinder head of a internal combustion engine; an intensifier assembly remote from said injector assembly; a first port for the supply of fuel to the intensifier assembly; a second port for the supply of intensifier fluid to the intensifier assembly; a third port for the supply of pressure intensified fuel to said injector assembly through conduit means, whereby fuel supplied through said first port is intensified by fluid supplied through said second port and is delivered at intensified pressure to said injector assembly. According to the present invention, there is provided a fuel injection system which is characterised over FR-A-2496170 in that several intensifier and valve assemblies are incorporated into a single housing having all three ports formed therein, the first and second ports for all of said intensifier assemblies being supplied from an internal longitudinal rail or rails extending through the housing for the greater part of its length. Such single housing may be attached to the side of a cylinder head. As an alternative the intensifier and valve assemblies may be incorporated in appropriate bores in the cylinder head, such bores being arranged to intersect the appropriate rail(s) to form the corresponding first and second ports. The intensifier assembly may be adapted to be inserted into the cylinder head or attached to the cylinder head or an engine valve cover and a solenoid operated valve may be incorporated in said intensifier assembly for the purpose of regulating the timing of fuel intensification. The solenoid operated valve may also regulate the timing of the injection of the intensified fuel by the injector assembly. The fluid supplied through the second port may be (i) fuel at a pressure which may be continuously varied according to the degree of intensification required at a given moment, or it may be (ii) an auxiliary fluid provided for the same or a like purpose. In the first case (i), the first and second ports can be supplied from a common internal longitudinal rail. In the second case (ii), the first and second ports can be supplied from respective first and second internal longitudinal rails. The engine valve cover may enclose the third valve port, while the conduit means between the third port and the injector consists of a thick walled pipe. As an alternative the third port may lie outside the valve cover while the thick walled pipe passes through an aperture in the valve cover, there being a further aperture or apertures in the valve cover which will allow attachment of the thick walled pipe to the injector by tools inserted through the further aperture or apertures. The provision of removable inserts for closing the further apertures is the subject of our United Kingdom Patent published as No 2 138 502. In an embodiment where the third port lies outside the valve cover, the injector assembly may protrude through an aperture in the valve cover such that the conduit means between the third port and the injector assembly also lies outside of the valve cover. Alternatively, in an embodiment where the third port lies outside the valve cover, the conduit means between the third port and the injector assembly may comprise an external conduit section which connects with an internal bore in a cylinder head. Embodiments of the invention will now be described with reference to the accompanying drawings of which: Fig 1 represents a first arrangement of a fuel injection system; Fig 2 represents a cut-away of an intensifier valve and solenoid assembly shown in Figure 1; Fig 3 represents a second arrangement; Fig 4 represents a third arrangement; Fig 5 represents a fourth arrangement; Fig 6 represents a fifth arrangement; Fig 7 represents a sixth arrangement. The second and third arrangements constitute embodiments of the present invention, while the first, fourth, fifth and sixth arrangements are presented as background to illustrate various alternative configurations. The scope of the invention is defined in the appended claims. In figure 1 there is shown a cylinder head 1 having four valves 2 symbolically represented and a fuel injector assembly 3 located in the centre of them so as to be held in a vertical bore with its nozzle projecting into a combustion chamber at the top of the cylinder. A valve cover 4 is shown in ghosted outline on top of the cylinder head. A housing 5 is fastened to the side 6 of the cylinder head 1 and it contains a valve and solenoid assembly 7, an intensifier assembly 8 and three ports for passage of fluid. Port 9 at the top of the housing is for passing fuel at injection pressure to the injector assembly 3, port 10 is for the purpose of supplying fuel to the intensifier assembly in the case when intensifier fluid other than fuel is in use for intensification purposes and port 11 is for the supply of intensifier fluid, which may be fuel, lubricating oil or any other convenient fluid, at a controlled pressure. The port 12 is a spill port for the intensifier fluid. Referring now to Figure 2 the intensifier is seen in a horizontal median section except for scrap horizontal sections at the levels of the ports 11 & 12. A solenoid 13 controls the movement of a valve 14 which is able to move between seats 15 & 16. The valve 14 moves in a bored chamber 17 which is connected to port 11 by an intersecting drilling 18 and to port 12 by an intersecting drilling 19. The valve and solenoid assembly is conveniently contained in a cartridge 20 which fits closely into a bore 21 in the housing 5. A neighbouring bore 22 in the housing forms a cylinder in which a piston 23 is disposed. This bore is fluid tightly closed by a removable plug 24 capable of sustaining the forces arising from pressurised fluid which is periodically introduced into the chamber 25 formed between the piston 23 and plug 24. Chamber 25 is permanently connected by internal passage represented by notional passage 37 in figure 2 to a port 36 located in chamber 17 between the valve seats 15 and 16. Downward movement of the piston 23 causes the plunger 26 having a mushroom shaped head 27 to move downwards in the cylinder 28 and compresses fuel contained in the small chamber 29. The chamber 29 is connected by an intersecting drilling 30 to port 9. In the circumstances when the intensifying fluid is oil or other non-fuel liquid, fuel is fed to the chamber 29 from the port 10 through a non return valve 31. In the case where the intensifying fluid is fuel a convenient cross passage 32 having a non-return valve 3 and connecting to a drilling 18 and port 11, is used to supply fuel for intensification. What happens to the intensified fuel and the manner in which it is eventually injected into the combustion chamber forms no part of the invention, but in general when the valve is seated in valve seat 16 pressurised fluid may flow from port 11 through drilling 18 past valve seat 15 through port 36 and passage 37 into chamber 25 there to exert downward pressure on piston 23 for intensifying fuel in chamber 29. When the valve 14 is caused to close valve 15 by operation of the solenoid 13, fluid may still flow out of chamber 25 through passage 37 and port 36 past valve 15 through drilling 19 to port 12, so depressurising the fuel in chamber 29. The housing 5 is preferably mounted on the air intake side of the cylinder head because it is cooler than the exhaust side. The engine in the Figure 1 arrangement is equipped with as many housings 5 attached to the cylinder head as there are injectors. In the arrangement shown in Figure 1 the port 9 is connected to the injector by a thick walled pipe 34 which passes through a side wall of the cover 4. This gives rise to the problem of needing to tighten the connection between the pipe and the injector inside the cover. This is overcome by providing access apertures in the cover which can be closed by plastic or like closures. In the arrangement/embodiment shown in Figure 3 the series of housings 5 have been amalgamated into one housing 35, there being long drillings corresponding to drillings 18 & 19 in Figure 2 which extend the full length of the housing 35. In this case the cover is not perforated to receive the thick walled pipe 34 and it covers and protects all the pipe work leading to all the injectors whilst presenting a neat appearance. In the arrangement/embodiment shown in Figure 4 the cylinder head itself has been enlarged to receive the valve and solenoid assemblies and the intensifier assemblies. The ports 11 & 12 are common to all whilst being remote from some of the valve and solenoid assemblies. The port 10 for independent supply of fuel are not shown individually in Figure 3 & 4 but as a common rail supply at 10a & 10b respectively serving all of the intensifier units 8. In the arrangement shown in Figure 5 (not in itself an embodiment of the invention), the housing 5 containing the valve and solenoid assembly 7 and the intensifier assembly 8 is attached to the side 6 of the cylinder head 1. The injector assembly 3 protrudes through a respective aperture 40 in the valve cover 4. As such, the thick walled pipe 34 connecting the third port 9 with the injector assembly 3 lies entirely outside the valve cover 4. In the arrangement shown in Figure 6, the conduit means connecting the port 9 to the injector assembly 3 comprises an external pipe section 42 which connects with a bore 44 extending through the cylinder head from the side 6 to the injector assembly 3. This provides much greater access for maintenance and replacement of faulty parts. In the arrangement shown in Figure 7 the housing 5 is attached to a side 46 of the valve cover 4. This arrangement is similar to the arrangement of figure 5 in that the pipe 34 connecting the port 9 to the injector assembly 3 lies outside the valve cover 4.

Claims: A fuel injection system comprising an injector assembly (3) adapted to be inserted into a cylinder head (1) of an internal combustion engine; an intensifier assembly (8) remote from said injector assembly (3); a first port (10) for the supply of fuel to the intensifier assembly (8); a second port (11) for the supply of intensifier fluid to the intensifier assembly (8); a third port (9) for the supply of pressure intensified fuel to said injector assembly (3) through conduit means (34), whereby fuel supplied through said first port (10) is intensified by fluid supplied through said second port (11) and is delivered at intensified pressure to said injector assembly (3), characterised in that several intensifier assemblies are incorporated into a housing (35) having all three ports (10,11, 9) formed therein, the first and second ports for all of said intensifier assemblies being supplied from an internal longitudinal rail or rails extending through the housing for the greater part of its length. A fuel injection system as claimed in claim 1, characterised in that the housing is adapted to be attached to the side of the cylinder head (1). A fuel injection system as claimed in claim 1, characterised in that the housing comprises an arrangement of appropriate bores formed in the cylinder head (1). A fuel injection system as claimed in claim 1, characterised in that a solenoid operated valve (7) is incorporated in each said intensifier assembly (8) for the purpose of regulating the timing of fuel intensification. A fuel injection system as claimed in claim 4, characterised in that the solenoid operated valve (7) also regulates the timing of the injection of the intensified fuel by the injector assembly (3). A fuel injection system as claimed in any of claims 1 to 5, characterised in that the fluid supplied through the second port (11) is fuel, the first and second ports being supplied from a common internal longitudinal rail. A fuel injection system as claimed in any of claims 2 to 5, characterised in that the fluid supplied through the second port (11) is an auxiliary fluid, the first and second ports being supplied from respective first and second internal longitudinal rails. A fuel injection system as claimed in claim 6 or 7, characterised in that the fluid supplied through the second port (11) is supplied at a pressure which is continuously varied according to the degree of intensification required at a given moment. A fuel injection system as claimed in any preceding claim, characterised in that the engine valve cover (4) encloses the third port (9) and the conduit means (34) connecting the third port (9) and the injector assembly (3). A fuel injection system as claimed in any one of claims 1 to 8, characterised in that the third port (9) lies outside the valve cover (4) and the conduit means (34) passes through an aperture in the valve cover (4), there being at least one further aperture in the valve cover (4) to allow attachment of the conduit means (34) to the injector assembly (3) by tools inserted through the further aperture. A fuel injection system as claimed in any one of claims 1 to 8, characterised in that the third port (9) lies outside the valve cover (4) and the injector assembly (3) protrudes through an aperture in the valve cover (4) such that the conduit means (34) between the third port (9) and the injector assembly (3) lies outside the valve cover (4). A fuel injection system as claimed in any one of claims 1 to 8, characterised in that the third port (9) lies outside the valve cover (4) and the conduit means (34) between the third port (9) and the injector assembly (3) comprises an external conduit section (42) which connects with an internal bore (44) of a cylinder head (1). A fuel injection system as claimed in any preceding claim, characterised in that the conduit means (34) is a thick-walled pipe.

Inventors: SMITH PAUL JOHN, SMITH, PAUL JOHN
Applicants: PERKINS ENGINES CO LTD, PERKINS ENGINES COMPANY LIMITED
Application year: 1994
Main classification: F02M39
IPC codes: F02M47, F02F7, F02M59, F02M39, F02M61